Chain grip for cable roads



2 sheets-sheen 1.

W. HECKBRT. CHAIN GRIP POR CABLE ROADS. Patented July 8, 1890.

(No Model.)

No. 431,658. E@

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2 Sheets-Sheet 2.

(No Model.)

W. HECKERT.

CHAIN GRIP FDR CABLE ROADS.

Patented July 8, 1890.

UNITED STATES PATENT OFFICE.

WILLIAM HECKERT, OF YONKERS, NEI/V YORK, ASSIGNOR TO BENJ. BUTTERW'ORTH,TRUSTEE, OF CINCINNATI, OHIO.

CHAIN GRIP FOR CABLE ROADS.

SPECIFICATION forming part Of Letters Patent No. 431,658, dated. July 8,1890.

Application led February 13, 1888. Serial No. 263,870. (No model.) I

My invention consists of the herein de-y scribed and illustratedimprovements in chain grips for traction-cable railroads.

1n the drawings, Figure l represents the car-body with the grippingapparatus and cable-conduit in longitudinal section, togetherwith a sideview of the cable in the conduit. Fig. 2 represents'a plan View of therunninggear and chain grip, together with the cnstolnary form of brakeand the apparatus for opv erating the grip and the brake. Fig. 3represents a section of a portion of the friction apparatus for thegrip, showing the rectangular frame in combination with the axle-box,the traine being in its lowest position of vertical adjustinent. Fig.4represents the same, the frainebeing in its position of medium verticaladjustment. Fig. 5 represents aside view of the adjustable frame and itsaxlebox, together with the pinion and rack for eecting its adjustment.

Throughout the drawings like letters refer to like parts. V

In Fig. 1, M represents the car-body, supported in the usual manner bywheels IV AW and axles X X. (Best shown in FigfQ.) Y

C is the cable running in the conduit C( and having the trucks C. l

The chain grip consists of the sprocketchain V, having the threesprocket-teetl1 A, A', and A, which latter engage Ywith the trucks O onthe cable. IVhen the friction apparatus, which consists of therectangular frame J, having the semicircular end pieces K K in which areset the friction-rollers k k', dsc., together with the curved pivotedshields B B, surrounding the seniicircular end pieces, is relaxed, thesprocket-chain V runs freely upon the rectangular frame, and the car isindependent of the cable. At-

tached to the pivoted shields B B are the rods cl d', which arel in turnattached to the chains Wound about the drums G G. These drums are turnedby the Worn1-gearing H H', which is controlled by the hand-wheels h h.The other ends of the chains are attached to rods b b', which ext-end tothe brake-beam Y, to which latter is connected the ordinary brakeapparatus.

Vhen either hand-Wheel h or h is turned in one direction, the chainattached to the rod d or CZ is wound up upon the drum and the swingingshield B or B is swung out away from the rectangular frame J and thesprocket-chain Vis subjected to friction. The chain, which has hithertobeen supposed to run freely over the rectangular frame and the pulleys7c k', &c., is now locked to said frame and the car is compelled to movealong with the cable. Vhen the hand-Wheel is turned in the oppositedirection, the friction apparatus of the chain grip, Whoseconstruction'and .operation has been above described, is released, and acontinued turning of the hand-wheel brings the brake into operation inthe vvwellknown Way. o

It is evidently desirable when shifting the car from one track toanother that the chain grip and its supporting-frame may be lifted, sothat the sprocket-teeth A A', dac., shall be freed from the slot in thecable-conduit C. To accomplish this I have designed the followingapparatus.

The rectangular frame J is formed into a species of truss by thediagonal braces n n. Upon the axles X X are the boxes R R', in which theframe J slides vertically. Connecting the boxes R R are the rods T T,which support midway of their length the vertical guide O. In the boxesand the guide' O are journaled two pinioned shafts r r', having at theirends the pinions ,ez and e z.

These pinions gear into the racks U, one of which is clearly shown inFig. 5. AThe frame J is supported at the points m m by the levers F F',which are in turn pivoted to the car-body at the points Z L', and areprovided with the treadles f f and the stiff counterbalancing-springs SS.

In the operation of my device the driver may stand at either end of thecar and by sov IOO

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means of the hand-wheel control both the grip and the brake. By placinghis foot onthe treadle above described he lifts one end of the frame J,and this motion is transmitted by means of the racks and pinionsdescribed to the other end of the frame J, so that the latter movesalways parallel to itself, although the lifting-power is originallyapplied only at one end of the frame. The springs S S are so designed asto merely balance the weight of the frame J and its encircling chain, sothat the only force which the operator needs to use is that sufficientto overcome the friction of the apparatus. It is thus evident that theoperation of my chain grip together with its Withdrawal from theconduit-slotand the operations of the brake are completely under thecontrol of the car-conductor at whichever end of the car he may beplaced.

I am aware that in systems of this nature the friction apparatus and thebrake have both been under control of the same chain and drum inpreviously-designed apparatus; but so far as I am aware in all mechanismof this description the chain has been Wound directly upon the shaft towhich the handwheel is attached. This has necessitated a complicatedarrangement of pawls, which in terferes with the convenient and rapidoperation of the grip and brake. By using the worin-gearing, as abovedescribed, 'I have obtained a self-locking apparatus which dispenseswith the pawls and greatly simplifies the mechanism and heightens itsefficiency. The swinging pivoted shields B B are provided with portswhich correspond with the friction-rollers lr, 7o', dac.

The'advantage of this apparatus is that when the friction is applied tothe chain by the outward swinging of the shields there is slidingfriction between the links of the chain and the shield; but when thefriction apparatus is relaxed the friction rollers peep through theports in the shield and the links of the chain roll easily upon them.

The part of the chain-links marked V, Figs. l and 2, is properly aprojecting web in line with the several sprocket-teeth and forming acontinuous guide which runs in the slot of the conduit. Thus while thecar stands still or is slowing down the part V, serves to guide thesesprocket-teeth into the slot as they pass around the rectangular frameJ.

Havingl therefore described my invention, What I claim as new, anddesire to protect by Letters Patent, is-

l. In a chain-grip apparatus for tractioncable railroads, thecombination of the rectangular frame, the surrounding sprocketchain, thehinged shields pivot-ed at the ends of the frame, and suitable apparatusfor forcibly swinging the pivoted shields away from the frame,substantially as described.`

2. In a chain-grip apparatus for traction* cable railroads,the'combination of the rectangular frame provided with seinicircular endpieces and friction-rollers, the curved and pivoted shields surroundingsaid semicircular end pieces and having ports corresponding to thefriction-rollers, the encircling sprocket-chain, and suitable apparatusfor forcibly swinging the pivoted shields away from the frame,substantially as described.

3. In a chain grip for traction-cable railroads, the rectangularvertically movable frame adjustable relative to the car-body, incombination with the axle-boxes in which the frame slides, substantiallyas described.

4. In a chain grip for traction-cable railroads, the rectangularvertically movable frame, in combination with the axle-boxes, thepinion-shaft journaled in the axle-boxes, the pinions on the shaft, andthe racks upon the frame, substantially as described.

5. In a chain grip for traction-cable railroads, the rectangularvertically movable frame, in combination with the axle-boxes, thepinion-shaft journaled in the boxes, the

pinions on the shaft, andthe racks upon the.

frame, together with suitable apparatus for lifting the frame,substantially as described.

6. In a chain grip for traction-cable railroads, the rectangularvertically-movable frame, in combination with the axle-boxes,`

the pinion-shaft journaled in the boxes, the pinions on the shaft, andthe racks upon the frame, together with the pivoted levers, thetreadles, and the counterbalancingsprings, substantially as described.

7. In a chain grip for traction-cable railroads, the combination of thesprocket-chain, the friction apparatus for the same, the drum, thebrakebeam, the chain Wrapped about the drum and attached at one end tothe friction apparatus and at the other to the brakebeam, together withthe handwheel and Wornrgear for operating the drum, substantially asdescribed.

8. In a chain grip for traction-cable roads, links provided With ribs orflanges in line with the several sprocket-teeth and serving to guide thesaid sprockets into the slot of thel cable-conduit, substantially asdescribed.

9. In a traction-cable road, the mechanism connecting the car with thecable, consisting of the combination of a vertically-movable frame and aseries of horizontally-movable arms sustained by said frame,substantially as described.

10. In a chain grip for traction-cable roads, the combination, with thecar and the mov# ing cable, of a mechanism for connecting the same,consisting of a vertically movable frame, a series of movable armssustained by said frame, and suitable lifting mechanism extending fromsaid frame to the platform of the car, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM I'IEOKERT. NVitnesses: v

FRANK I-IECKERT, LAURA. A. HEOKERT.

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